Multi-speed transmission for machine tools



Dec. 18, 1956 K. F. GALLIMORE 2,77

MULTI-SPEED TRANSMISSION FOR MACHINE TOOLS Filed July 30, 1954 14 Sheets-Sheet 1 "CYL- Qdeii'k Gammon:

ATTORNEY-I Dec. 18, 1956 K. F. GALLIMORE 2,774,250

MULTI-SPEED TRANSMISSION FOR MACHINE TOOLS Filed July 30, 1954 14 Sheets-Sheet 2 Dec. 18, 1956 2,774,250

MULTI-SPEED TRANSMISSION FOR MACHINE TOOLS Filed July so, 1954 K. F. GALLIMORE 14 Sheeis-Sheet s MULTI-SPEED TRANSMISSION FOR MACHINE TOOLS Filed July 30, 1954 Dec. 18, 1956 K. F. GALLIMORE l4 Sheets-Sheet 4 etth Gel-"imam Dec. 18, 1956 K. F. GALLIMORE MULTI-SPEED TRANSMISSION FOR MACHINE TOOLS Filed July 30, 1954 14 Sheets-Sheet 5 I mm g a Dec. 18, 1956 K. F. GALLIMORE 2,774,250

MULTISPEED TRANSMISSION FOR MACHINE TOOLS Filed, July 30, 1954 14 Sheets-Sheet 6 es :1 v6

MULTI-SPEED TRANSMISSION FOR MACHINE TOOLS Filed July so, 1954 Dec. 18, 1956 K. F. GALLIMORE 14 Sheets-Sheet 7 Dec. 18, 1956 Filed July 30, 1954 K. F. QALLIMORE 2,774,250 MULTI-SPEED TRANSM'iSSION FOR MACHINE TOOLS l4 Sheets-Sheet 8 Qdeth gqquflmgre 1956 K. F. GALLIMORE 2,774,25

MULTI-SPEED, TRANSMISSION FOR MACHINE TOOLS Filed July 30, 1954 14 Sheets-Sheet 9 Dec. 18, 1956 K. F. GALLIMORE 2,774,250

MULTI-SPEED TRANSMISSION FOR MACHINE TOOLS Filed July 30, 1954 14 Sheets-Sheet 1O iwvcm-rcm- 92am F GQuLmowe Dec. 18, 1956 K. F. GALLIMORE 2,774,250

MULTI-SPEED TRANSMISSION FOR MACHINE TOOLS Filed July so, 1954 14 Sheets-Sheet ll K. F. GALLIMORE MULTI-SPEED TRANSMISSION FOR MACHINE TOOLS Dec. 18, 1956 14 Sheets-Sheet 12 Filed July 30, 1954 omumw K. F. GALLlMORE Dec. 18, 1956 2,774,250

MULTI-SPEED TRANSMISSION FOR MACHINE TOOLS Filed July 30, 1954 14 Sheets-Sheet 15 w wwlM IN Om Dec. 18, 1956 K. F. GALLIMORE MULTI-SPEED TRANSMISSION FOR MACHINE TOOLS Filed July 30, 1954 14 Shets-Sheet 14 I III] II I] llllllllll! lITIIIIIIIIIIIIlllllllillllI lllllll'lI IlIllllllHlllll l lllllllllllfll (I III] II II [I ll llllll llllll III] I! ll IIIIHI CATTOY-ZNEY/ United States Patent Ofi Fice 2,774,250 Patented Dec. 18, 1956 MULTl-SPEED TRANSMISSION FOR MACHINE TOOLS Keith F. Gallimore, Fond du Lac, Wis, assignor tc Giddings & Lewis Machine Tool Company, Fond du Lac, Wis., a corporation of Wisconsin Application July 30, 1954, Serial No. 446,833

21 Claims. (Cl. 74-364) The present invention relates in general to machine tools. More particularly it relates to multi-speed transmissions and means for adjusting the same to drive a rotatable element at any selected one of a plurality of speeds. While not limited to any one application, the invention is of particular utility in providing a plurality of rotational speeds for the spindle of a horizontal boring, milling and drilling machine.

It is the general aim of the invention to provide an im proved multi-speed transmission for a machine tool providing a Wide range of speeds for the driven element together with a novel selector device for quickly setting the transmission to any one of the several speeds.

Another important object of the invention is to provide a multi-speed transmission utilizing a plurality of shiftable elements for changing its output speed, in combination with a device for simultaneously setting the shiftable elements in any predetermined one of several position patterns. In this aspect it is also an object to make possible the selection of a desired output speed while the transmission is operating at another speed, it being necessary to move but a single control instrumentality to effect shifting of theelements to their new positions while operation is briefly interrupted.

It is an additional object to provide an improved multispeed transmission which, when powered by a constant speed prime mover, makes possible the drive of a rotatable element, such as a tool spindle, at a first plurality of different high speeds and at a second greater plurality of low speeds, and to provide means for pairing each high speed with more than one low speed so that the drive may be changed from one of the paired speeds to the other in an instant.

In connection with the foregoing objective, another object is the provision of such a multi-speed transmission having a Wide range of substantially uniformly graduated output speeds, the lowest high speed being only slightly greater than the highest low speed.

Still another object of the invention is to provide a novel speed preselector device by which a desired speed is set up or preselected on an indicator dial, the subsequent actuation of a single lever or control instrumentality then causing a multi-speed transmission to be set to the desired speed.

A further object of the invention is the provision of such a preselector device operative upon actuation to place a plurality of elements, such as clutches, which are shiftable between two positions, in any desired one of their several positional patterns by shifting only those elements which are originally in disagreement with the desired pattern.

Other objects and advantages will become apparent as the following description proceeds, taken in conjunction with the accompanying drawings, in which:

Figure l is a front elevation of an exemplary machine tool having a headstock equipped with a multi-speed transmission and speed preselector device embodying the features of the invention;

Fig. 2 is an unfolded lay-out of the multi-speed transmission, illustrating the preferred arrangement of reduction gears and shiftable clutch means;

Fig. 3 is a vertical transverse section through the machine headstock, taken substantially along the line 3-3 in Fig. l;

Fig. 4 is a vertical longitudinal section, taken substantially along the line 44 in Fig. 3;

Fig. 5 is a vertical transverse section through the right end of the headstock taken substantially along the line 5-5 in Fig. 4;

Figs. 6, 7, 8, 10 and 11 are fragmentary detail views, partially in horizontal section taken substantially along the lines 6-6, 7-7, 8-8, 10-10 and 11-11, respectively, in Fig. 3;

Fig. 9 is a detail view of a speed selector indicator dial which is mounted on the face of the headstock as shown in Fig. 1;

Fig. 12 is a transverse vertical section, looking forward, taken substantially along the line 12-12 in Fig. 3;

Fig. 13 is a fragmentary perspective view illustrating the relative positions of Geneva gear connections between a plurality of shifter shafts mounted in the preselector device;

Figs. 14 through 21 are diagrammatic left end views of the shifter shafts, showing the rotational positions to which they are indexed for accomplishing several shifting operations, and

Fig. 22 is a diagrammatic representation of the multispeed transmission, the shifter shafts, and the respective connections between the latter and corresponding ones of the several clutches in the transmission.

While the invention has been shown and is described in some detail with reference to a particular embodiment thereof, there is no intention that it thus be limited to such detail. On the contrary, it is intended here to cover all alternatives, modifications, equivalents and uses fall ing within the spirit and scope of the invention as defined by the appended claims.

Referring now to Fig. l, the exemplary machine tool there illustrated to make clear one environment for the invention will be recognized as a horizontal boring, milling and drilling machine. Briefly, the machine comprises a base 25 formed with ways 25a which slidably support vertical main and auxiliary columns 26, 28 on either side of a work table 29. The latter is movable on a separate base 29a having ways 30 of V cross-section in a direction transverse to the ways 25a. The auxiliary column 28 carries a 'tailstock 31 which is vertically adjustable by means of an elevating screw '32 connected for rotation by means of a hand wheel 34. correspondingly, the main column 26 carries a headstock 35 which is vertically adjustable along ways 35a, by means of a power driven elevating screw 36.

The illustrated headstock 35 comprises a main housing 38 which journals a rotatable sleeve 39 projecting from its left side. concentrically disposed within the sleeve, and splined for axial movement relative to it, is a spindle 40 which is thus rotatable with the sleeve. For rotationally driving the sleeve 39, a prime mover, in this case a constant speed alternating current motor 41, is mounted on the right side of the headstock and connected to the sleeve through a multi-speed transmission which will be more fully described in connection with Fig. 2. A plurality of control instrumentalities are mounted on the face of the headstock, including a spindle speed indicator dial 42 and a control crank 43 forsetting the same,

as Well as a shifting control lever 44 and a manual shifting eluding a pilot wheel 46 and a selector lever 48, are

mounted on the face of the headstock for controlling the axial feed of the spindle 40 relative to the sleeve 39.

Various other control switches and the like are carried by a pendant 49 which swings within easy reach of an operator as he moves about the machine. Y

A machine tool of the type illustratediin Fig. 1 is quite versatile, both with respect to the variety of machining operations it can perform and the types and sizes of workpieces that can be accommodated. The workpiece itself may be supported between the sleeve 39' and the tailstock '31- so as to be rotated relative" to a stationary cutting tool mounted on the table 29. 'Alternatively,. a large workpiece such'as 'a casting may be mounted on the table and a fly tool, drill bit or other cutting tool carried by the spindle40 for boring, drilling or tapping operations. Milling may likewise becarried out by mounting the workpiece on the table and traversing it past a rotating milling cutter on the spindle. In the successful performance of such diverse machining operations, the sleeve 39, with its spindle 40, must besusceptibleof rotation at a great number of different speeds. For example, in the drilling tapping of castings, the former operation is desirably carried out at a high spindle speed and the latter at a low spindle speed. Both the high and low speeds, however, must be selectable from a great number of possible speeds according to the size of the hole being drilled or tapped as well as the material .of the cutting tool and the workpiece, respectively. And,.as a number of machining oper-' ations may be performed successively on a single workpiece, it 'is highly desirable thatthe spindle speeds be capable of change from one value to another with rapidity and by some simple style of manipulation of controls which will not confuse the operator.

it is to the accomplishment of these goals that the present invention is directed through the provision of an improved multi-speed transmission drivingly' connected be- 7 tween the motor 41 and the sleeve 39. The operator preselects a spindle speed by setting the dial 42. V 7 simply depresses the control lever 44 to effect the selected Then he change through the intermediation of a plurality of two position speed change clutches included in the transmission and arranged to be shifted to any one of their several possible combined positions.

' V I V The multi-speed transmission 7 In accordance withthe invention, the multi-speed transmission is organized so that thesleeve and spindle 39, 40 may be driven from the motor 41 at any one of a greatnumber of speeds (in the present case, thirty-two), such speeds beinggrouped as a plurality of high speeds and a greater plurality of low speeds. For this pur-' pose, there are provided two speed change gearings or gear trains, each having a plurality'of speed changing clutch means, together with a fixed ratio speed reduction gearing. Provision is made to interconnect the two speed change gear trains in tandem relation between'the motor and the speed reduction gearing; and means are provided toconnect the driven elementor'sleeve 39 optionally (a) 'to. the speed reduction gearing and (b) to the first gear train independently of the second gear train. In order to obtain a smooth graduation of the available speeds, the

ratio of thefspeed reduction gearingis made approximately equal to the maximum speed reduction afforded shaft 57, and carries integral external clutch teeth 71%.

, annular projection 780 is adapted to receive'a grooved shifter shoe (not shown in Fig. 2).. Therefore, since the:

anti-friction ball bearings. The outboard bearing in each gear train is drivingly connected between the motor 4-1 and the layshaft 50. In. this instance, the first gear train includes a plurality of shafts 54-57 all extending between and journaled in the headstock housing partitions 52.

The first shaft 54 is coaxial with the motor 41 and connected to it by means of a suitable drive cOupling'59. This shaft carries a rigidly mounted spur gear meshed with a mating gear 61 fast on the second shaft 55. The second shaft 55, in turn, freely journals axially spaced gears 62, 63 each provided with integral internal clutch teeth 62a, 63a.

For coupling either of the gears 62 or 63 to be driven from the shaft 55, the latter is. axially splined as at 55a 'to receive an internally splined shiftable coupletfl65 having external gear teeth 65a, 65b selectively engageable with e the respective internal teeth 62a or 63a respectively. The clutch 65 is provided with an annular groove 65c adapted to receive a suitable shifter fork as will be explained below.

The gears 62, .63 are in constant mesh with respective mating spur gears 66, 67 which are keyed to' the third shaft 56. The gear 66 is also in'constant mesh with a second mating spur gear 68 freely journaled, asby antifriction needle bearings, on the fourth shaft 57. When the clutch 65 is shifted to'the'left, therefore, the motor drives the gear 68 through the shaft55, and the gears 62, 66. The shaft 56 also is'formed with an integral spur gear 69 at its right end which is in constant mesh w'ith'a mating gear 70 freely journaled, as by anti-friction ball bearings, on the shaft 57.. A second shiftable clutch 71 is axially splined for longitudinal movement along the 71b engageable respectively withinte'rnalclutch teeth 68a, 70a on the gears 68 ,and 70; Thus, with the two clutches 65 and 71 shifted to the right as viewed'in Fig. 2,

drive from the motor 41 to the shaft 57 is effected through the shaft 55, gears 63, 67, s'haft 56, and gears 69, 7'3.

It will be seen that the shaft 56 hastwo possible speeds:

latter being freely journ'aled on the layshaft 59 by suit: able anti-friction bearings. A third clutch 78 is splined to and axially shiftable along the layshaft 50, and has externalclutch teeth 73a, 78b adapted tolock with respective mating internal clutch teeth 76a, 77a on the gears 76 and 77. For shifting-the clutch '73, a central shaft 57 may be driven at any one offour possible speeds, depending upon the positional settings of the clutches 65 and 71, the layshaft 50 may be driven at. eight possible speeds depending upon the combined setting offthe clutch .The spindle 40, 215 shown in Fig. 2, is concentrically disposed within the sleeve'39 and splined to receive keys 80 which lock'it against rotation-relative to the sleeve while permitting relative axial movement. The-sleeve, in

turn, is journaled in the headstock housing, only one anti-friction bearing 81 being visible in Fig. 2.

Means are provided for driving the sleeve 39 and spin dle 40 from the first speed change gear train,'i; e. fromthe layshaft 50. As'here shown, such means take the form of speed step-up gearing comprising'a spur gear 83 freely journ-aled on the layshaft and provided with internal clutch ring is splinedfor relative axial movement on theshaft 54!. The clutch ring 84 has 'an annular-groove 84b for receiving a shifter fork, as will be more fully described. With the clutch .84 shifted to the right todrive the gear 83 with the layshaft 5f the lattergear inturn drive s a gear couplet 85 freely journaled on an input shaft 86 for the second gear train, which is to be described. The cou- Pl 85 has right s r f fi h 5fl'which are in'constant'mesh with the gear 83, and left gear teeth 85b meshed with a high speed drive gear 88 fast on the sleeve 39. It will be seen, therefore, that with the clutch ring 84 shifted to the right, the sleeve 39 and spindle 40 are driven through the first speed change gear train and the gear 88 at any one of eight possible speeds depending upon the combined positions of the clutches 65, 71, and 78.

The second speed change gearing or gear train includes the shaft 86 as its input member and which has on its left end an integral sun gear 86a forming part of a double planetary speed reduction transmission 90. For a detailed understanding of the organization and operation of the planetary transmission 90, reference may be had to the copending application of John C. Hollis, Serial No. 397,410, filed December 10, 1953, wherein such a transmission is described and claimed. The transmission 90 is operatively connected to a second layshaft 91 and, depending upon the settings of shiftable clutch elements in the transmission, is operative to drive the layshaft 91 at three possible speeds for each speed of the input shaft 86 Without describing the construction of the planetary transmission 90 in detail, it will be sutficient to note that it consists of two tandemly connected planetary gear sets 94 and 95. The former includes an annular planet carrier 96 supporting a plurality of circularly spaced studs 98 journaling, as by anti-friction needle bearings, a corresponding plurality of planet gears 99 (see also Fig. 5). The planet gears are concentrically disposed around and meshed with a sun gear 86a integral with the shaft 86, while they are also meshed with internal teeth 100 formed on a concentrically surrounding reaction ring 101. The internal teeth 100 are considerably greater in axial length than the planet gears 99, so that reaction member 101 may be shifted axially into locking engagement either with external clutch teeth 102 formed on a stationary ring 103 bolted to the adjacent partition 52, or with external clutch teeth 104 formed on the external surface at the right end of the planet carrier 96. When the reaction member 101 is shifted to the right (thus held stationary), the planetary gear set 94 provides a predetermined speed reduction ratio between the shaft 86 and the carrier 96.

The second planetary gear set 95 is substantially identical with the first, its sun gear 105 being drivingly splined as at 106 to the planet carrier 96. Further, its planet carrier 108 is rigidly splined :as at 109 to the second layshaft 91. A plurality of studs 110 journal a corresponding plurality of planet gears 111 which are constantly meshed with the sun gear 105 and with internal teeth 112 of a reaction member 114. The latter is axially shiftable into locking engagement either with external clutch teeth 15 formed on a ring 116 bolted fast to the adjacent partrtron 52, or with the teeth 104 on the planet carrier 96. With the reaction member 114 locked to the clutch teeth 115, the planetary gear set 95 provides a predetermined speed reduction ratio between the sun gear 105 and the output shaft 91. On the other hand, with the reaction member 114 shifted into engagement with the clutch teeth 104, a direct drive is provided between the planet carrier 96 and the output shaft 91.

It will thus be apparent, in summary, that with the reaction members 101 and 114 shifted to their respective rrght and left positions to be held stationary by the respective clutch teeth 102, 116, a double speed reduction is provided between the shaft 86 and the shaft 91. When both the reaction members 101 and 114 are shifted to the left, the planetary gear set 94 provides no speed reduction, while the planetary gear set 95 provides a single predetermined speed reduction ratio. Still further, if both of the reaction members 101 and 114 are shifted inwardly, i. e., to their respective left and right positions, a direct drive is established between the input shaft 86 and the output layshaft 91.

For driving the sleeve 39 from the second layshaft 91, a fixed ratio speed reduction gearing is provided.

For this purpose the layshaft 91 is formed with an integral spur pinion 120 of relatively great axial length to accommodate the high torque involved. The pinion 120 is constantly meshed with a relatively large diameter bull gear 121 freely journaled by anti-friction bearings 122 on a cylindrical member 124. The latter is rigidly bolted in inwardly extending relation to the headstock housing and concentrically spaced from the sleeve 39. This substantially eliminates transverse loading on the sleeve which might otherwise arise as a result of gear reaction of the bull gear journaled directly on the sleeve. The bull gear also has internal clutch teeth 121a adapted to lock with external clutch teeth 125a on a shiftable clutch 125 splined as at 126 to the sleeve 39.

For driving the second speed change gear train from the first speed change gear train (thus connecting them in tandem relation with the motor 41), the layshaft 50 carries at its right end a keyed spur gear 128 meshed with a mating gear 129 fast on the input shaft 86. The two clutches 84 and 125, arranged to be complementally shifted in unison, therefore constitute means for connecting the sleeve and spindle 39, 40 for drive optionally (a) through the speed reduction gears 120, 121 and the first and second speed change gear trains in tandem, and (b) through the first speed change gear train independently of the second speed change gear train. Thus, whenever the clutch 84 is engaged and the clutch 125 is disengaged, the sleeve is driven from the first gear train alone through the couplet and the high speed gear 88. Conversely, whenever the clutch 84 is disengaged and the clutch 125 is engaged, the sleeve 39 is driven through the first gear train, the second gear train, and the bull gear 121 at a somewhat lower speed, depending upon the setting of the planetary transmission 90. In order to assure that the clutches 84 and 125 are not simultaneously engaged, means are provided for complementally shifting them in unison, i. e., shifting both to the left or to the right at the same time, as will be more fully described.

The multi-speed transmission as described is particularly advantageous in that it provides thirty-two smoothly graduated spindle speeds from the constant speed driving element or motor 41. Assuming, for example, that the motor speed is 1750 R. P. M. and the speed of the first shaft 55 is constant at 900 R. P. M., the spindle may be driven at speeds ranging between 5.5 R. P. M. and 1200 R. P. M. Now, since the diameter of the spindle 40 and the concentric sleeve 39 are fixed by the maximum load which they are to accommodate, and since they are normally relatively large in diameter, the bull gear 121 in surrounding sleeve 39 must also be relatively large in diameter. In the interest of saving space, which is at a premium within the headstock housing, the pinion must be relatively smaller in diameter and it therefore provides a fixed ratio speed reduction when it drives the bull gear 121.

Notwithstanding this imposed requirement, the present multi-speed transmission makes it possible for the highest low speed (obtained by the second speed change gearing and the speed reduction gearing 120, 121) to be substantially equal to or preferably only slightly less than the lowest high speed (obtained by the first speed change gearing and the step-up gears 83-85a, 8512-88).

For this purpose the ratio of the speed reduction gears 120, 121 is made substantially equal to the maximum speed reduction ratio afforded by the first speed change gear train. To illustrate by a specific example, if the maximum speed of the layshaft 50 is 900 R. P. M., the

speed step-up provided by the gears 83-85a, 85b88 when the clutch 84 is engaged may drive the spindle at 1200 R. P. M.the highest high speed. If the minimum speed of the layshaft 50 is 264 R. P. M. (a maximum reduction ratio of 3.4:1 for the first speed change 6 gearjtrain), the lowest highfspeed of the spindle'will be 350 R. P. M; Now the highest low speed is obtained when the first and second speed change gearings are set to provide their smallest speed reduction ratios (in the present instance 1:1). When this occurs, speed reduction for the spindle is caused principally by the reduction gears 12%, 121. Therefore, by choosing the reduction ratio of the latter gears to be 3:1 (approximately equal to the maximum reduction ratio of 3.4:1 for the first speed change gearing), the highest low spindle speed is made 300 R. PqMre-which is slightly less than the lowest high speed of 350 R. P. M. Smooth graduation of the possible spindle speeds is thus obtained between the high and low ranges.

Operation the multi-speed transmission To review briefly the operation of the rnulti-speed transmission, it will be understood that the sleeve 39 is operable at any one of eight possible speeds when driven through the high speed gear 88 with the clutch 84 engaged. On the other hand, when the clutch 84 is disengaged, and the clutch 126 engaged, the first layshaft 59 may, nevertheless, have any one of eight possible speeds depending upon the settings of the three clutches 65,71, and. 78. Thus, the input shaft 86 for the second gear train may have eight possible speeds and since the reaction members 101 and 114 serve as two additional shiftable clutches affording three possible. speed reductions in the planetary transmission 99, the second layshaft 91, the bull gear 121, and the sleeve 39 may thus be driven at a total of twenty-four possible low speeds. These possible positional patterns of the clutches involved are listed in the following table, the letters R and L indicating whether each of the clutches is shifted to its left or right position. It will be understood that when operating at hig speeds, the positional settings of the planetary clutch members clutch 1Z5 disengaged. For each combined setting of the three clutchesv65, 71 and 78, three low speeds are possible with the clutches 84 and 126 shifted to the left, depending upon the combined settings of the shiftable reaction members 101 and 114. The numerical values for revolutions per minute of the sleeve39 and the spindle40 indicated in the preceding chartare, of course,

, merely exemplary for one particular machine and they 101 and 114 are of no consequence, since the clutch 125 is disengaged.

Clutch Positions Speed N o. Spindle,

84 R. P. M. 65 71 78 101 114 and 125 R R L R 350 High R R L R L L 5. 5 LOW1B R R L L V L L 22 Lowt-b R R L L R L 88 Lowt-c L R L R 420 High: L R L R L L 6.5 LOV Z-u L R L L L L 26 LOW2-b L R L L R L 105 Lows-t R L L R 500 High; R L L R L L 8 LOVVS-a R L L L L L 31 ows-s R L L L R L 125 Lowq- L L L R 600 High L L L R L L 9 LoWi-t, L L L L L L 37 Lowt-b L L L L R L 150 LOW4-c R R R R 705 High R R R R L L 11 Low R R R L L L 44 LOVS-b R R R L R L 175 Lorn- L R R R 835 High L R R R L L Lowe L R R L L L 52 Lowe-s L R R L R L 210 Lowe-t R L R R 1, 000 High'z R L R R L L 16 LoWr-a R L R L L L 63 LOW7-b R L R L R L 250 Low7- L L R R 1, 200 Hi h L L R R L L 19 Law L L R L L L 75 Low -t, L L R L R L 300 Lows-u It will be noted that the 1st, 5th, 9th, 13th, 17th, 21st, 25th and -29th speeds are the high speeds afforded by the gear 88 when the clutch 84 is engaged and the may be varied, as desired, by changing the relative diameters of the'several gears employed in the transmission. .Manual shifting between the high and ,low speeds permitting free rotation ofthe latter while controlling its axial position. correspondingly, the yoke has bolted to its top surface an upwardly extending arm 132 which is rigidly connected to a second shifter fork 132:! (Fig. 5) engaged with the clutch 84. For moving the yoke 13!) axially along the rods 131, the control lever 45 is mounted fast on a stub shaft 135 journaled in the front Wall of the headstock. The shaft carries an integral spur gear 136 on its inner end, the latter being meshed with an idler gear '138 in turn driving a spur gear 139 fast on a shaft 14%. At theinner end of the shaft 140 there is an eccentric pin 141' received within a vertical slot 142 defined in aforwardly projecting portion of the yoke 130. Rotation of the handle 45, and consequent rotation of the shaftl l ll through the gears 136, 138, 139 results in horizontal reciprocating movement for the yoke 131) and. the controlled clutches 84 and 125. By appropriate positioning of the lever 45, therefore, the multi-speed transmission may be set up to provide operation at a selected high speed or at any one of three low speeds paired with it, as determined by the positional settings of the remaining clutches.

The speed preselector and'clutch shifting device It will be manifest that in order to select any one of the eight high speed 'indicated in the table above, it is necessary to make sure that each of the clutches '65, 71 and 78 is shifted to the proper one of its left and right. positions. Further, to select a desired low speed to be obtained when the clutches 84 and 125 are shifted in unison to'their left positions, it is necessary be all too easy for the operator to make a mistake and set the transmission at a spindle speed radically different from that desired. An expensive workpiece or tool could thus be ruined. But even more prohibitive of a manual shifting system is the fact that the machine would have to'be completely stopped before the operator could begin to shift any of the clutches. Complete shutdown for appreciable periods of time While all the clutches were checked, and in some cases repositioned, between successive machining operations would be grossly inefficient.

In accordance with the invention, novel means are provided for simultaneously shifting the clutch 'means 65, 71, 78, 101 and 114 into any predetermined one of their several positional patterns in order to set the' transmission for operation at any one of the eight high speeds and at any one of the three low speeds paired with the selected high speed. Still more important, however, the invention provides such an arrangement in which the desired clutch positions and spindle speed may be preselected by setting a single indicator dial while the machine is in operation. As soon as the machine is stopped, all clutches which need to be moved are simultaneously shifted by power means. Machining operation at the newly selected spindle speed may immediately be resumed.

In the preferred form of the invention, the speed selector device comprises a plurality of shifter shafts 150 through 154 (Fig. 12) all mounted in parallel spaced relation with freedom for both rotational and axial move ment. Means are provided for rotatably indexing the several shifted shafts according to any one of a plurality of predetermined patterns and for subsequently shifting each shaft axially to the right or left or leaving it stationary, as the case may require, depending upon its rotational position. Such shifting may be carried out in response to the energization of a single actuator. Connection is made between each of the shifter shafts 150-154 and the corresponding clutches 65, 71, 78, 101 and 114, respectively, in a manner such that each clutch follows the axial position of its shifter shaft, yet such that the latter may be rotatably indexed at any time.

In the arrangement here illustrated, the shifter shafts 150454 are all mounted in a mutually parallel relation in a pair of spaced support panels 156, 157 (Fig. 12) which are joined to a base plate 158 and which is fastened, as by bolts (Fig. 3), to a flange 160 bordering an opening in the front face of the headstock housing. For accomplishing such mounting and at the same time providing means for rotatably indexing the shifter shafts, integral sleeves on a plurality of gears are journaled in a plurality of vertically spaced openings in the panels 156 and 157.

Referring to Figs. 3, 5, 12 and 13 (recalling that Fig. 12 is a rear view) the right panel 157 journals in descending order an input spur gear 161; a pair of meshed intermittent or Geneva type gears 162, 163; and a pair of meshed spur gears 164, 165. Correspondingly, the left panel 156 journals, in descending order, a pair of meshed intermittent gears 171, 172, and a pair of meshed spur gears 173, 174. Beneath the latter gear, the panel 156 journals a plain sleeve 175. All of these gears are secured in place as shown, for example, in Fig. 11 where the face of the gear 165 bears against the panel 157 and a snap ring 176 on the opposite end of the gear sleeve bears against the opposite side of the panel to prevent axial movement. The gears 161, 171 support the first shifter shaft 150 (Fig. 12) concentrically surrounding the same and being rotationally locked thereto by axial keys 178 (Fig. 3). The key receiving slot in the shifter shaft 150 is made of relatively great axial length so that the shaft rotates in unison with the gears 161, 171 but has freedom to be shifted axially within the gears. In a similar manner, the second shifter shaft 151 is received in the gears 162, 172; the third shifter shaft 152 in the gears 163, 173; the fourth shifter shaft in the gears 164, 174; and the fifth shifter shaft in the gear 165 and the sleeve 175.

Provision is made for coupling each of the shifter shafts upon axial movement to correspondingly shift one of the clutches, while nevertheless permitting rotation of the shifter shafts without in any manner affecting the clutch positions. As shown diagrammatically in Fig. 22, shifter shaft 150 is connected by coupling means 180 to axially position the clutch 65; and the shifter shafts 151, 152, 153 and 154 are similarly provided with coupling means 181, 182, 183 and 184 respectively connecting them with the clutches 71, 78, 101 and 114. Movement of each shifter shaft to the left or right correspondingly shifts its clutch to the left or right position. Essentially,

10 the shifter shafts reside in one of two axial positions, as do their clutches.

For mechanically embodying the several coupling means -184 illustrated diagrammatically in Fig. 22, the shifter shafts 150-154 carry what may be termed spools 185489, respectively. The spools 187 and 188 are pinned fast on the left ends of the shafts 152 and 153, while the spools 185, 186, and 190 are pinned fast on the right ends of the respective shifter shafts 150, 151, and 154 (Fig. 13). embraces, with freedom for relative rotational but not axial movement, an arcuate fork integral with a slide 191 supported by stationary rods 192. The slide extends upwardly (Fig. 5) to present a shifter fork 194 engaged, with freedom for relative rotational but not axial movement, in the slot 65c of the clutch 65. To yieldably retain the clutch 65, the slide 191, and the shifter shaft 150 in either of their two axial positions, a spring biased detent 195 is carried by the slide and adapted to engage alternatively with spaced annular grooves 197, 198 formed in the rod 192.

Upon reference to Figs. 5 and 7 it will be seen that a similar coupling is provided between spool 186 on the shifter shaft 151 and the clutch '71 on the shaft 57. Since the organization is substantially the same as that shown in Fig. 6, the several components, i. e., forks, slide detent, etc., are identified in Fig. 7 by the same reference characters, but with the distinguishing sufiix a added. The same identifying numbers are also employed in Figs. 3 and 8, with the distinguishing suffix b added, to illustrate the coupling means 182 between the spool 187 on the shifter shaft 152 and the clutch 78 on the layshaft 50. Still further, in Fig. 11, the coupling between the spool 189 on the shifter shaft 154 and the clutch reaction member 114 for the second planetary gear set 95 is similar in construction and identified with like reference characters to which the distinguishing suffix c has been added. It will be observed that the shifter fork 1940 fits into an annular groove in the outer surface of the reaction member 114 which is defined by upstanding end fianges on the latter.

With reference to Figs. 10 and 11 it will be seen that the coupling 183 between the shifter shaft 153 and the shiftable reaction member 101 for the first planetary gear set 94 is modified somewhat owing to the longitudinal displacement of these two parts as seen best in Fig. 10. The spool 188 on the shifter shaft 153 receives a shifter fork 200 formed integrally with a slide 201 movable axially along the stationary rod 1920. The slide 201 is yieldably retained in either of two positions by a spring biased detent 202 engageable with grooves 204, 205 formed in the stationary rod. The slide 201 is clamped fast as by screws 206 to an axially slidable shifting shifting rod 208 which extends in parallelism with the shifter shafts and carries fast at its left end a shifter shoe 209. The latter is slidable on the stationary rod 1920 and has a fork portion 210 engaged in the annular groove formed on the outer surface of the reaction member 101.

In order to afford axial translation of the several shafts 150-154 in response to energization of an actuator (to be described), and only when the shafts are in certain predetermined rotational positions, each is provided at its midportion with a pair of axially and circumferentially spaced radial projections. The projections are segmental in form, that is, none extends completely around its shaft. The two projections of each pair subtend mutually exclusive arcs concentric with their shafts. As shown best in Fig. 13, the first three shifter shafts 150-152 all have axially spaced projections 211, 212; 213, 214; and 215, 216, respectively, which are identical in shape. It will be noted that each of these projections is in the form of a bar substantially equal in width to the diameter of the respective shifter shafts and extending diametrically across the shafts to present radially projecting lobes,

Referring to Fig. 6, the spool spaced at 180 around the shaft.

Taking the projections on the shifter shaft 150 as an example, the projections 211 and 212 are phased at right angles so that each of the four lobes-subtends an exclusive arc of approximately 90 around the shaft 150.

The axially spaced paired projections 217, 218 and 219, 220 on the respective shifter shafts 1,53 and 154 are spaced apart an axial distance corresponding to the spacing of the projections on the shafts 15134.52. However, the left projections 217 and 219 on the shafts 153 and 154 are made somewhat greater in circular extent subtending an are slightly less than 180. By contrast, the projections 218 and 220 are formed to extend from one Side of their'respective shifter shafts 153 and 154,

. being phased oppositely with respect to their paired projections'217 and 219 and subtending an arc of approxi-' mately 90 aroundtheir shafts.

The several paired projections on the shifter shafts 15t -154 cooperate with actuators reciprocal longitudinally on one sideof each shaft in order to impart simul: taneous axial shifting to those shafts having predetermined rotational positions. members 225,226 (Fig. 12) are disposed axially intermediate the several pairs of projections on the shifter shafts 156-152, and a corresponding pair of actuator members 228, 229 are similarly disposed axially between thepaircd projections 217, 218 and 219, 220 on the lower shifter shafts 153 and 154. For operational purposes, the two pairs of actuator members may be considered as but a single pair, since they are mounted for movement in unison.

, With reference to Figs. 7 and 14, it will be apparent that the actuator members 225, 226 are disposed in sideby-side relation and shaped generally in the form of a T turned on its side. The members 225, 226 thus pre-. sent edges disposed adjacent the lower, right and top sides respectively of the shifter shafts 150, 151, and 152, overlapping those projections on the shifter shafts which extend toward the actuators. Similarly, the actuator members 228, 229 (see Figs. 10 and 14) are rectangular in shape and disposed in side-by-side relation to extend betweenthe vertically spaced shifter shafts 153, 154 so as to lie adjacent the respective bottom and top sides of the latter. a

The actuator members 225, 226 and 228, 229 are relatively spread a predetermined distance parallel to the shifter shafts by power means to be described. Those shifter shafts having projections disposed in the paths of the actuator will automatically be shifted to their op- 'To this end, a pair of actuator' posite reciprocating movement to the actuator members 225, 226 and 228, 229, i. e., a relative expansion and contraction of these members parallel to the shifter shafts. As shown best in the present case by Figs. 3, 4, 5, 8

- and 10, such power means may take the form of two double-acting pneumatic rams 230 and 230a formed one above the other in a single body bolted to the base plate 158. While one such ram would serve effectively,

two are employed in the present instance to conserve space and afford the necessary force when energized from a relatively low pressure air source.

the first .will sufiice for both.

Since the two rams V 230 and 230a are substantially identical, a description of With more particular reference to Fig. 8, the ram 230 1 12 central bores in the bulkheadsj'The pistons define a first chamber 240 therebetween, and with-the bulkheads, second and thirdchambers 241 and'242, on'theirfopfpositesides. Ports 244,245 and 246 in 'thfiT'CYliIldfiI' body 232 communicate with the respective chambers. With air reside in the adjacent positions illustrated. However,

with the chambers 241 and 242 vented and air pressure supplied to the chamber 240, the pistons are spread axially apart.

In order to unify the two rams 230 and 230a, the piston rods extending from. them are rigidly connected to opposite end plates 245, 246 (see also Figs. 3 and 5). The latter plates mount at their upper ends the actuator members 22S and 226, respectively, and at .their lower ends the actuator members 228 and 229, respectively. In each case the actuator members extend axially along the side of the rams and thence transversely of the rams to present their operative portions axially intermediate the projections on the shifter shafts -154; It will be understood from the foregoing that the actuator members 225, 226 are disposed between the projections. on the shifter shafts 150152, while the actuator members 228, 229 are disposed between the projections on the shifter shafts 153 and 154. Thus, expansion and contraction of the ram pistons reciprocates the actuator members 225,

226 and 228, 229 along their respective shifter shafts. If a projection on any one of theshafts is disposed in the I a distance limited by the stroke of the pistons.

252, 253 and 254 are provided, the. first being adapted for connection to a source of, pressure (not shown) and the latter two. being vented to the atmosphere. Additional ports 256 and 258 communicate between :theupper side.

of the bore 250 and the ram cylinders, the former bore extending into the central chamber of the lower ram which in turn communicates. with the central chamber 241 of the ram 230 via the port 244 (Fig.4). In like manner, the port 258 communicates with both end chambers of the two rams. Accordingly,with the valve member positioned as shown in Fig. 11, air pressure is supplied from the port 252 .to the end chambers of [the rams, while the center chambers are vented through the ports 256 and 253.

' The spool valve 251 is normally biased to the position shown in Fig. 11 by a compression spring 2613 disposed in what may be termed :a dashpot chamber 261. A closure block 262 in the left end of the bore is formed with a central cavity 263 containinga movable check ball 264 adapted to seat-in the left end of the cavity. Thus when.

the spool 251 is shifted to the left, :the ball 264- uncovers a passage 265 communicating with the dashpot chamber 261,,permitting air to escape from the latter via -a second passage 266. However,-;when the spool is released and. tends to move back to its original position under the infiuence of the spring 260, the ball 264 covers the passage 265, letting air seep slowly into the dashpot chamber and permitting the spool 251 to return slowly to its original position.

, For :the purpose of shifting the spool valve 25110 the left (Fig. 11), a slide'270 is dovetailed in the front of the valve body 232. The slide 270 has an inturned forhed end 270a engaged with a yoke 251d on the right end of the spool 251, and a forwardly projecting pin 2713b (see also Fig. 5). The pin 27Gb is'received in a slotted finger 272 carried on the inner end of a stub shaft 274 (Fig. 3) which mounts the control lever-44. Deflection of :the contr-ol lever 44 through a short are in aolockwise direct-ion 

